1、_SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for any particular use, including any patent infringement arising theref
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4、A) Fax: 724-776-0790 Email: CustomerServicesae.org SAE WEB ADDRESS: http:/www.sae.orgSAE values your input. To provide feedback on this Technical Report, please visit http:/www.sae.org/technical/standards/ARP1270BAEROSPACERECOMMENDEDPRACTICEARP1270 REV. B Issued 1976-01 Revised 2010-05Superseding AR
5、P1270A (R) Aircraft Cabin Pressurization Criteria RATIONALEThis report, in conjunction with other referenced SAE documents, provides a comprehensive guide for development, certification and analysis of aircraft cabin pressurization control systems. These recommendations cover the basic criteria for
6、the design of aircraft cabin presurization control systems as follows: 1. To ensure aircraft safety 2. Physiology and limits which govern maximum permissible pressure time relations as related to aircraft passenger comfort. 3. General pressurization control system performance requirements design to
7、satisfy (2). 4. Technical considerations relevant to satisfying (3). Revision B is issued to align the document with current design practices, service experience and the SAE Style Manual. Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking pe
8、rmitted without license from IHS-,-,-SAE ARP1270B Page 2 of 53TABLE OF CONTENTS 1. SCOPE 41.1 Purpose . 42. REFERENCES 42.1 Applicable Documents 42.1.1 SAE Publications . 42.1.2 American National Standards Institute Publications . 52.1.3 European Aviation Safety Agency Publications 52.1.4 Federal Av
9、iation Administration Publications 52.1.5 NACA Publications 52.1.6 Radio Technical Commission for Aeronautics Publications . 62.1.7 U.S. Government Publications 62.2 Applicable References 62.3 Definitions . 62.4 Terminology 72.5 Standard Atmosphere Definition . 92.5.1 Standard Atmosphere Up To 11 00
10、0 m (36,089.24 ft) . 92.5.2 Standard Atmosphere From 11 000 m to 20 000 m (36 089.24 ft to 65 616.80 ft) . 102.6 Units Proceedings of the Annual Aviation and Space Conference, Beverly Hills, California, June 16-19, 1968, pp 405. Raeke, James W., MS and Freedman, Toby, MD- “Human Respnose to Rapid Re
11、compression”, Aerospace Assn Meeting, April 24-27, 1961 Spealman, Clair R., PhD and Cherry, John C., BS- “Middle Ear Perception of Pressure and Pain in Descent from Altitude“, Aviation Medicine, February 1958 Waggoner, James N., MD- “Human Tolerance to Changes in Aircraft Cabin Pressurization”, Aero
12、space Medicine, 9 March, 1967 2.3 Definitions AIR DATA COMPUTER- Avionics component that converts pitot-static pressures to electronic signals for use by primary flight instruments and other systems, such as CPCS. BAROMETRIC CORRECTION - Pressure correction applied to altimeter, FMS or CPCS to compe
13、nsate the altitude calculation for non-standard atmospheric pressure. CAPTURE - When the cabin altitude intercepts the set landing altitude or schedule boundary. CABIN ALT - Cabin Pressure Altitude CABIN RATE - Cabin Pressure Altitude Rate-of-Change CONTROLLER - Cabin Pressurization Controller DUMP
14、To rapidly reduce cabin pressure Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1270B Page 7 of 53ENVIRONMENTAL CONTROL SYSTEM - Supplies a regulated flow of air to the cabin for the purpose
15、of pressurization, ventilation, and temperature control. ENGINE INDICATING AND CREW ALERTING SYSTEM - Electronic display of engine indications and annunciations. May consist of separate Engine Indicating and Crew Alert Systems. FLIGHT MANAGEMENT SYSTEM - Programmable navigation aid that stores and d
16、istributes flight plan data to other systems, such as autopilot and CPCS. GEOPOTENTIAL ALTITUDE - True Geometric Altitude above Mean Sea Level ISOBARIC - Constant Pressure MAX DIFFERENTIAL - The maximum pressure difference measured between the cabin and ambient. MAINTENANCE DATA ACQUISITION UNIT - C
17、entralized data acquisition and storage device for fault, service and maintenance related data generated automatically by aircraft systems. MASTER MINIMUM EQUIPMENT LIST- FAA approved document which defines allowable operating and maintenance procedures for dispatch with inoperative equipment.OUTFLO
18、W VALVE - The valve which controls the exhaust of ECS-supplied cabin air from the pressure vessel. PRESSURE ALTITUDE - The altitude that corresponds to a given ambient pressure for a Standard Atmosphere. SET LANDING ALTITUDE - The landing field elevation set on the CPCS control panel or selected for
19、 the CPCS by the FMS.SCHEDULE BOUNDARY - The autoschedule boundary curve defined in the CPCS control law configuration. SEA LEVEL - Mean Sea Level for definition of 0 geopotential altitude. SQUAT SWITCH or WOW SWITCH - An airframe switch indicating a weight-on-wheels condition. STANDARD ATMOSPHERE -
20、 The atmosphere as defined by the latest U.S. or ISA Standard Atmosphere Altitude Reference.SYNOPTIC PAGE - A selectable display of systems operation or maintenance data on a flight deck electronic display, usually used by crew or maintenance to assist troubleshooting of system faults or failures. T
21、IME OF USEFUL CONSCIOUSNESS - The period of time between a persons deprivation of oxygen and the onset of physical or mental impairment which prohibits rational action. 2.4 Terminology P Delta Pressure ADC Air Data Computer AFM Aircraft Flight Manual ALT Altitude BIT Built-In Test CABIN ALT Cabin Pr
22、essure Altitude CBIT Continuous BIT Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1270B Page 8 of 53CFR Code of Federal Regulations CPCS Cabin Pressurization Control System CS Certification
23、Specification DEC Decrease DP Differential Pressure EASA European Aviation Safety Agency ECS Environmental Control System E/E Electronic Equipment EEDP Equivalent Eardrum Differential Pressure EICAS Engine Indicating and Crew Alerting System FAA Federal Aviation Administration FMS Flight Management
24、System FMSL Feet Mean Sea Level FPA Feet Pressure Altitude ft/min Feet per Minute G/A General Aviation IBIT Initiated BIT INC Increase ISA International Standard Atmosphere LRU Line Replaceable Unit m/min Meters per Minute MDAU Maintenance Data Acquisition Unit MMEL Master Minimum Equipment List MTB
25、UR Mean Time Between Unscheduled Removals POST Power On Self Test SI Systeme International SL Sea Level SLA Set or Selected Landing Altitude SLft SL Feet Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,
26、-,-SAE ARP1270B Page 9 of 53SLm SL Meters T/O Take-Off TUC Time of Useful Consciousness WOW Weight on Wheels USCS United States Customary System 2.5 Standard Atmosphere Definition 2.5.1 Standard Atmosphere Up To 11 000 m (36,089.24 ft) The SI relation for static air pressure variation with altitude
27、is: 25616.55H1025569.21325.101P uuu , kPa (Eq. 1a) where:H = Pressure Altitude, m In USCS units, this relation is: 25616.56H1087535.61695949.14P uuu , lbf/in2(Eq.1b) where:H = Pressure Altitude, ft The SI relation for pressure altitude as a function of static air pressure is: u 190253.0325.101P13.44
28、332H , m (Eq. 2a) where:P = Pressure, kPa In USCS units, this relation is: u 190253.0695949.14P1145447H , ft (Eq. 2b) where:P = Pressure, lbf/in2Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE AR
29、P1270B Page 10 of 532.5.2 Standard Atmosphere From 11 000 m to 20 000 m (36 089.24 ft to 65 616.80 ft) The SI relation for static air pressure variation with altitude is: 11000H157688000.0e325.101223356.0Puuu , kPa (Eq. 3a) where:H = Pressure Altitude, m In USCS units, this relation is: 24.36089H000
30、0480627.0e695949.14223356.0Puuu , lbf/in2(Eq. 3b) where:H = Pressure Altitude, ft The SI relation for pressure altitude as a function of static air pressure is: uu 325.101P47716.4Ln6341.6411000H , m (Eq. 4a) where:P = Pressure, kPa In USCS units, this relation is: uu 695949.14P47716.4Ln2.2080624.360
31、89H , ft (Eq. 4b) where:P = Pressure, lbf/in2Copyright SAE International Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1270B Page 11 of 532.6 Units one of the first major applications on a large aircraft was the WW-II
32、B-29 bomber. Since that time all systems have used the same basic approach which is to supply a relatively constant airflow to the cabin from engine driven superchargers or turbochargers, or in the case of a jet engine from the main engine compressor; and then to control cabin pressure by modulating
33、 the flow of air overboard through one or more outflow valves. Since overpressurization can cause a structural failure of the fuselage, a redundant pressure limiting function is also needed. This is accomplished with separate positive pressure relief valves (safety valves) or a differential pressure
34、 topping control as part of the outflow valve. While military aircraft cabin pressure control requirements and design implementation have had little change, commercial aircraft systems have evolved to sophisticated controls that provide a high level of passenger comfort and safety while minimizing c
35、rew workload. Military combat aircraft employ a fixed isobaric and differential pressure schedule, while non-combat military transports employ a crew- selectable isobaric cabin altitude. Most of the early cabin pressure control systems were pneumatically powered using the cabin-to-ambient differenti
36、al pressure as the actuation or servo pressure to move the outflow valve, as well as to generate the control pressure from the control panel inputs. Thus they were self powered, generally consisting of two valves with each valve doubling as both an outflow and safety valve, and they were therefore b
37、oth lightweight and safe. However, they had poor response to transient disturbances such as changes in cabin air inflow and, in the early jets, to rapid changes in ambient pressure due to takeoff rotation and rapid climbout. This latter problem resulted because the cabin is unpressurized during take
38、off, and since outflow valves are normally located on the bottom of the plane, the pressure rise during rotation due to the ground effect restricted the cabin air outflow. This phenomena became known as the “rotation bump” because of the resulting surge in cabin pressure. Copyright SAE International
39、 Provided by IHS under license with SAENot for ResaleNo reproduction or networking permitted without license from IHS-,-,-SAE ARP1270B Page 13 of 53These systems were also subject to contamination from dirt and especially tobacco tar, and therefore required high maintenance. Moreover, they also requ
40、ired much attention from the flight crew who had to monitor and reselect the rate of change to insure that the correct pressure schedule was maintained. Thus as the commercial transport jet age progressed through the early sixties, the performance deficiencies of these systems became more of a probl
41、em. System advances of that era incorporated electronics, and had dual outflow valves, one of which provided thrust recovery by exiting the cabin air through a variable nozzle. However, the valve arrangement was complicated and heavy and there was no system automation. When Boeing was in the early d
42、esign stage of the 737 there arose a need for more automation to reduce the cockpit workload, especially since they planned to eliminate the flight engineer thus reducing the cockpit crew from three to two. They therefore requested proposals for a completely new automated, electronic system that wou
43、ld not require any crew action during flight and would provide rapid response to control transients and reduce the rotation bump. They also wanted a simple, lightweight outflow valve design that would provide thrust recovery from the exhaust air. The resulting system allowed the crew to pre-select t
44、he cruise and landing field altitudes prior to takeoff, and then the system automatically controlled the rate during flight. Another feature of the system was an outflow valve with a gate which protruded from the skin line during takeoff to deflect the airstream away from the opening which created a
45、 suction, thus allowing the system to maintain control during takeoff to eliminate the rotation bump. When the valve was nearly closed for cruise it formed a thrust nozzle which provided thrust recovery.The drive for more automation was renewed in the eighties by Airbus when planning the A320. Thus
46、it was possible for complete automation, which meant no crew action at all, by using inputs from the flight management computer. This is typical of the latest state-of-the art systems on new airplane models. 3.2 Types of Cabin Pressure Control Systems The designs of cabin pressure control systems in
47、 use vary with the application, functional requirements, degree of automation, and level of integration with other aircraft systems. Military combat aircraft pressurization requirements allow use of a simple fixed isobaric and differential pressure control pneumatic system. Non-combat military and some civil aircraft use selectable isobaric controls requiring crew inputs during flight. Modern civil transport aircraft use highly automated electronic systems that require little or no crew intervention. The automation required of a cabin pressure control system depends on the cr
